JP2018127169A - Vehicle seat control system, vehicle seat control method, and program - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle seat control system, a vehicle seat control method, and a program capable of performing control for supporting the leg of a crew member in accordance with a driving state of a vehicle.SOLUTION: A vehicle seat control system includes: an angle detection part detecting an angle of a connection part freely rotatably connecting a seat surface part and a backrest part; a pair of vertical frames 311a, 311b; and a horizontal frame 311c connecting the pair of vertical frames. The system has: a frame body freely storably provided for the seat surface part; a leg support part 312 having a first rotary shaft Lb parallel in horizontal frame extension direction and freely rotatably provided for the frame body inside the frame body; a drive part which is provided for at least one base end of the pair of vertical frames and rotates the frame body in the state that it comes out of the seat surface part around a second rotary shaft La parallel to an extension direction of the horizontal frame; and a control part controlling the drive part on the basis of a detection result of the angle detection part at least during automatic driving of the vehicle.SELECTED DRAWING: Figure 5

Description

  The present invention relates to a vehicle seat control system, a vehicle seat control method, and a program.

  2. Description of the Related Art Conventionally, there is a vehicle seat provided with a footrest in order to make a passenger seat comfortably. Patent Document 1 describes a footrest that can be freely inserted and removed from a seating portion of a seat. The footrest includes a movable pedestal that can be inserted and removed from a seating portion, and a footrest member that is pivotally supported with respect to the pedestal.

Japanese Unexamined Patent Publication No. 2000-23787

  By the way, in recent years, practical use is also being promoted regarding automatic driving. Along with this, research on a technique for controlling the function of a seat on which an occupant is seated is being advanced based on the running state of the vehicle. When the vehicle is in the automatic driving mode, the occupant may take a relaxed posture from the seat using a footrest or the like. However, in the prior art, it has not been possible to maintain a relaxed posture of the occupant by controlling the footrest according to changes in the driving mode of the vehicle.

  The present invention has been made in consideration of such circumstances, and a vehicle seat control system and a vehicle seat control method capable of performing control for supporting a leg portion of an occupant in accordance with a running state of the vehicle. And to provide a program.

  The invention according to claim 1 is an angle detection unit that detects an angle of a connecting portion that rotatably connects a seat surface portion and a backrest portion, a pair of vertical frames, and a horizontal frame that connects the pair of vertical frames. And having a first rotation axis parallel to the extending direction of the horizontal frame, and rotatable with respect to the frame inside the frame. A second support that is provided at a base end of at least one of the pair of vertical frames and is extended from the seating surface portion in parallel with the extending direction of the horizontal frame. A vehicle seat control system comprising: a drive unit that rotates around an axis; and a control unit that controls the drive unit based on a detection result of the angle detection unit at least during automatic driving of the vehicle.

  Invention of Claim 2 is a vehicle seat control system of Claim 1, Comprising: It is attached to either one of the inner side of the said frame, or the upper surface of the said leg support part, and clamps a passenger | crew's leg part A bag body portion that can be inflated into a shape and a pressurizing portion that inflates the bag body portion with a fluid are provided, and the control portion operates the pressurizing portion during automatic operation of the vehicle.

  Invention of Claim 3 is a vehicle seat control system of Claim 2, Comprising: The said frame is formed with a tubular member, The said fluid is the said bag body part via the inside of the said tubular member. Inflow.

  Invention of Claim 4 is a vehicle seat control system of Claim 2 or 3, Comprising: The said control part changes the control aspect of the said pressurization part based on the operation of the said passenger | crew. .

  A fifth aspect of the present invention is the vehicle seat control system according to any one of the second to fourth aspects, further comprising a detection unit that detects that the frame body has been taken in and out of the seat surface portion. The control unit starts control of the drive unit and the pressurizing unit based on the detection result of the detection unit.

  Invention of Claim 6 is a vehicle seat control system of any one of Claim 2-5, Comprising: The heat source part which gives a temperature change to the said bag body part is further provided, The said control part is The heat source part is controlled based on the operation of the passenger to give a temperature change to the bag body part.

  The invention according to claim 7 is provided with a pair of vertical frames and a horizontal frame connecting the pair of vertical frames, and a frame body that can be stored in a seating surface portion, and an extending direction of the horizontal frame A leg support portion provided on the inner side of the frame body so as to be rotatable with respect to the frame body, and provided at a base end of at least one of the pair of vertical frames, A vehicle seat control method comprising: a drive unit configured to rotate the frame body in a state of being protruded from a surface part around a second rotation axis parallel to an extending direction of the horizontal frame, the computer comprising the seat This is a vehicle seat control method in which an angle of a connecting portion that rotatably connects a surface portion and a backrest portion is detected, and the driving portion is controlled based on a detection result at least during automatic driving of the vehicle.

  The invention according to claim 8 is provided with a pair of vertical frames and a horizontal frame connecting the pair of vertical frames, and a frame body that can be stored in a seating surface portion, and an extending direction of the horizontal frame A leg support portion provided on the inner side of the frame body so as to be rotatable with respect to the frame body, and provided at a base end of at least one of the pair of vertical frames, A vehicle seat control program comprising: a drive unit configured to rotate the frame in a state of being extended from a surface part around a second rotation axis parallel to an extending direction of the horizontal frame, This is a program for detecting an angle of a connecting portion that rotatably connects a seat surface portion and a backrest portion and controlling the driving portion based on a detection result at least during automatic driving of the vehicle.

  According to the first, seventh, and eighth aspects of the present invention, when the occupant puts the seat into the reclining state while the vehicle is in automatic operation, the comfort of the occupant can be improved by performing control related to the footrest portion. .

  According to the second aspect of the present invention, the bag provided on the footrest portion is inflated by the pressurizing portion during the automatic driving of the vehicle, and the pressurization state accompanied with a change with time is applied to the occupant's leg portion. The comfort of the passenger can be further improved.

  According to the third aspect of the present invention, the fluid piping used for the expansion of the bag body can also simplify the device configuration by serving as the frame body.

  According to the fourth aspect of the present invention, the passenger can change the control mode of the pressurizing unit by operation, and the comfort of the passenger can be improved.

  According to the fifth aspect of the present invention, since the control of the footrest portion is started after the detection portion detects the insertion / removal of the footrest portion, the safety of the footrest portion can be improved.

  According to invention of Claim 6, the comfort of the passenger | crew who uses the footrest part can further be improved by giving a temperature change to a bag body.

It is a lineblock diagram of vehicle system 1 of a 1st embodiment. It is a figure which shows a mode that the relative position and attitude | position of the vehicle M with respect to the driving lane L1 are recognized by the own vehicle position recognition part 122. FIG. It is a figure which shows a mode that a target track is produced | generated based on a recommended lane. It is a figure which shows the sheet | seat apparatus 300 of 1st Embodiment. 4 is a plan view showing a configuration of a footrest portion 310. FIG. 2 is a block diagram illustrating a configuration of a sheet control system 40. FIG. It is a figure which shows the seat apparatus 300 of a reclining state. It is a figure which shows the state by which the footrest part 310 was pulled out from the seating part. It is a figure which shows the state of the footrest part 310 by which angle adjustment was carried out. It is a figure which shows the state which the leg support part 312 rotated. 6 is a flowchart illustrating a flow of processing performed by a sheet control unit 160. It is a figure which shows the structure of the sheet | seat apparatus 350 of 2nd Embodiment. 5 is a cross-sectional view showing a configuration of a bag body 330. FIG. It is a block diagram which shows the structure of the sheet | seat control system 42 of 2nd Embodiment. It is a figure which shows the selection screen G displayed on HMI30. 6 is a flowchart illustrating a flow of processing performed by a sheet control unit 160. It is a figure which shows the structure of the sheet | seat apparatus 380 concerning 3rd Embodiment. It is a figure which shows the operation screen H displayed on HMI30 in order to adjust the temperature of the heat-source part 375. It is a block diagram which shows the structure of the sheet | seat control system 44 concerning 3rd Embodiment. 6 is a flowchart illustrating a flow of processing performed by a sheet control unit 160. It is a figure which shows the modification of a bag.

  Hereinafter, embodiments of a vehicle system, a vehicle control method, and a vehicle control program of the present invention will be described with reference to the drawings. The vehicle system is applied to an autonomous driving vehicle. The automatic driving described below may include advanced driving support that combines lane maintenance and follow-up driving, or does not include advanced driving support and refers to automatic driving that automatically performs lane change and branching. May be.

<First Embodiment>
[overall structure]
FIG. 1 is a configuration diagram of a vehicle system 1 according to the first embodiment. A vehicle on which the vehicle system 1 is mounted (hereinafter referred to as a vehicle M) is, for example, a vehicle such as a two-wheel, three-wheel, or four-wheel vehicle, and a drive source thereof is an internal combustion engine such as a diesel engine or a gasoline engine, an electric motor, These are combinations. The electric motor operates using electric power generated by a generator connected to the internal combustion engine or electric discharge power of a secondary battery or a fuel cell.

  The vehicle system 1 includes, for example, a camera 10, a radar device 12, a finder 14, an object recognition device 16, a communication device 20, an HMI (Human Machine Interface) 30, a navigation device 50, and an MPU (Micro-Processing). Unit) 60, a vehicle sensor 70, a driving operator 80, a vehicle interior camera 90, an automatic driving control unit 100, a traveling driving force output device 200, a brake device 210, a steering device 220, and a seat device 300. And comprising. These devices and devices are connected to each other by a multiple communication line such as a CAN (Controller Area Network) communication line, a serial communication line, a wireless communication network, or the like. The configuration illustrated in FIG. 1 is merely an example, and a part of the configuration may be omitted, or another configuration may be added.

  The camera 10 is a digital camera using a solid-state image sensor such as a CCD (Charge Coupled Device) or a CMOS (Complementary Metal Oxide Semiconductor). One or a plurality of cameras 10 are attached to any part of the vehicle M on which the vehicle system 1 is mounted. When imaging the front, the camera 10 is attached to the upper part of the front windshield, the rear surface of the rearview mirror, or the like. When imaging the rear, the camera 10 is attached to an upper part of the rear windshield, a back door, or the like. When imaging the side, the camera 10 is attached to a door mirror or the like. For example, the camera 10 periodically and repeatedly images the periphery of the vehicle M. The camera 10 may be a stereo camera.

  The radar device 12 radiates a radio wave such as a millimeter wave around the vehicle M and detects a radio wave (reflected wave) reflected by the object to detect at least the position (distance and azimuth) of the object. One or a plurality of radar devices 12 are attached to any part of the vehicle M. The radar device 12 may detect the position and velocity of the object by FMCW (Frequency Modulated Continuous Wave) method.

  The finder 14 is LIDAR (Light Detection and Ranging or Laser Imaging Detection and Ranging) that measures the scattered light with respect to the irradiation light and detects the distance to the target. One or a plurality of finders 14 are attached to any part of the vehicle M.

  The object recognition device 16 performs sensor fusion processing on detection results of some or all of the camera 10, the radar device 12, and the finder 14 to recognize the position, type, speed, and the like of the object. The object recognition device 16 outputs the recognition result to the automatic driving control unit 100.

  The communication device 20 uses, for example, a cellular network, a Wi-Fi network, Bluetooth (registered trademark), DSRC (Dedicated Short Range Communication), or the like to communicate with other vehicles existing around the vehicle M, or a wireless base station. It communicates with various server devices via a station. The communication device 20 communicates with a terminal device owned by a person outside the vehicle.

  The HMI 30 presents various information to passengers in the vehicle and accepts input operations by the passengers. The HMI 30 is, for example, various display devices, speakers, buzzers, touch panels, various operation switches, keys, and the like.

  The navigation device 50 includes, for example, a GNSS (Global Navigation Satellite System) receiver 51, a navigation HMI 52, and a route determination unit 53. The first map information 54 is stored in a storage device such as an HDD (Hard Disk Drive) or a flash memory. Holding. The GNSS receiver specifies the position of the vehicle M based on the signal received from the GNSS satellite. The position of the vehicle M may be specified or supplemented by an INS (Inertial Navigation System) using the output of the vehicle sensor 70. The navigation HMI 52 includes a display device, a speaker, a touch panel, keys, and the like. The navigation HMI 52 may be partly or wholly shared with the HMI 30 described above. The route determination unit 53, for example, a route (for example, a destination) from the position of the vehicle M specified by the GNSS receiver 51 (or any input position) to the destination input by the occupant using the navigation HMI 52. (Including information on waypoints when traveling to the ground) is determined with reference to the first map information 54. The first map information 54 is information in which a road shape is expressed by, for example, a link indicating a road and nodes connected by the link. The first map information 54 may include road curvature and POI (Point Of Interest) information. The route determined by the route determination unit 53 is output to the MPU 60. Further, the navigation device 50 may perform route guidance using the navigation HMI 52 based on the route determined by the route determination unit 53. In addition, the navigation apparatus 50 may be implement | achieved by the function of terminal devices, such as a smart phone and a tablet terminal which a user holds, for example. Further, the navigation device 50 may acquire the route returned from the navigation server by transmitting the current position and the destination to the navigation server via the communication device 20.

  For example, the MPU 60 functions as the recommended lane determining unit 61 and holds the second map information 62 in a storage device such as an HDD or a flash memory. The recommended lane determining unit 61 divides the route provided from the navigation device 50 into a plurality of blocks (for example, every 100 [m] with respect to the vehicle traveling direction), and refers to the second map information 62 for each block. Determine the recommended lane. The recommended lane determining unit 61 performs determination such as what number of lanes from the left to travel. The recommended lane determining unit 61 determines a recommended lane so that the vehicle M can travel on a reasonable travel route for proceeding to the branch destination when there is a branch point, a junction point, or the like on the route.

  The second map information 62 is map information with higher accuracy than the first map information 54. The second map information 62 includes, for example, information on the center of the lane or information on the boundary of the lane. The second map information 62 may include road information, traffic regulation information, address information (address / postal code), facility information, telephone number information, and the like. Road information includes information indicating the type of road such as expressway, toll road, national road, prefectural road, number of road lanes, emergency parking area, width of each lane, road gradient, road position (longitude , Latitude and height (three-dimensional coordinates), lane curve curvature, lane merging and branch point positions, road markings, and other information. The second map information 62 may be updated at any time by accessing another device using the communication device 20.

  The vehicle sensor 70 includes a vehicle speed sensor that detects the speed of the vehicle M, an acceleration sensor that detects acceleration, a yaw rate sensor that detects angular velocity around the vertical axis, a direction sensor that detects the direction of the vehicle M, and the like. The acceleration sensor may include, for example, a lateral acceleration sensor that detects gravitational acceleration in the lateral direction of the vehicle M (hereinafter referred to as “lateral acceleration”).

  The driving operation element 80 includes, for example, an accelerator pedal, a brake pedal, a shift lever, a steering wheel, and other operation elements. A sensor that detects the amount of operation or the presence or absence of an operation is attached to the driving operator 80, and the detection result is the automatic driving control unit 100, or the traveling driving force output device 200, the brake device 210, and the steering device. 220 is output to one or both of 220.

  The vehicle interior camera 90 images the interior of the vehicle M, for example. For example, the vehicle interior camera 90 images the seat device 300 or the periphery of the seat device 300. The vehicle interior camera 90 images the interior of the vehicle M repeatedly and periodically, for example. A captured image of the vehicle interior camera 90 is output to the automatic driving control unit 100.

[Automatic operation control unit]
The automatic driving control unit 100 includes, for example, a first control unit 120, a second control unit 140, an interface control unit 150, a seat control unit 160, an object determination unit 170, and a behavior acquisition unit 180. The first control unit 120, the second control unit 140, the interface control unit 150, the sheet control unit 160, the object determination unit 170, and the behavior acquisition unit 180 are each a processor such as a CPU (Central Processing Unit). Is realized by executing a program (software). In addition, some or all of the functional units of the first control unit 120, the second control unit 140, the interface control unit 150, the sheet control unit 160, the object determination unit 170, and the behavior acquisition unit 180 described below are: It may be realized by hardware such as LSI (Large Scale Integration), ASIC (Application Specific Integrated Circuit), FPGA (Field-Programmable Gate Array), or may be realized by cooperation of software and hardware.

  The 1st control part 120 is provided with the external world recognition part 121, the own vehicle position recognition part 122, and the action plan production | generation part 123, for example.

  Based on information input from the camera 10, the radar device 12, and the finder 14 via the object recognition device 16, the external environment recognition unit 121 recognizes the positions, speeds, accelerations, and the like of surrounding vehicles. The position of the surrounding vehicle may be represented by a representative point such as the center of gravity or corner of the surrounding vehicle, or may be represented by an area expressed by the outline of the surrounding vehicle. The “state” of the surrounding vehicle may include acceleration and jerk of the surrounding vehicle, or “behavioral state” (for example, whether or not the lane is changed or is about to be changed).

  In addition to the surrounding vehicles, the external environment recognition unit 121 may recognize the positions of guardrails, utility poles, parked vehicles, persons such as pedestrians, and other objects.

  The own vehicle position recognition unit 122 recognizes, for example, the lane (traveling lane) in which the vehicle M is traveling, and the relative position and posture of the vehicle M with respect to the traveling lane. The own vehicle position recognition unit 122, for example, a road around the vehicle M recognized from a pattern of road marking lines (for example, an array of solid lines and broken lines) obtained from the second map information 62 and an image captured by the camera 10. The travel lane is recognized by comparing the lane marking pattern. In this recognition, the position of the vehicle M acquired from the navigation device 50 and the processing result by INS may be taken into consideration.

  And the own vehicle position recognition part 122 recognizes the position and attitude | position of the vehicle M with respect to a travel lane, for example. FIG. 2 is a diagram illustrating how the vehicle position recognition unit 122 recognizes the relative position and posture of the vehicle M with respect to the travel lane L1. The own vehicle position recognizing unit 122, for example, an angle θ formed with respect to a line connecting the deviation point OS of the reference point (for example, the center of gravity) of the vehicle M from the travel lane center CL and the travel lane center CL in the traveling direction of the vehicle M. Is recognized as the relative position and posture of the vehicle M with respect to the traveling lane L1. Instead of this, the vehicle position recognition unit 122 may recognize the position of the reference point of the vehicle M with respect to any side end portion of the traveling lane L1 as the relative position of the vehicle M with respect to the traveling lane. . The relative position of the vehicle M recognized by the own vehicle position recognition unit 122 is provided to the recommended lane determination unit 61 and the action plan generation unit 123.

  The action plan generation unit 123 generates an action plan for the vehicle M to perform automatic driving on a destination or the like. For example, the action plan generation unit 123 determines events that are sequentially executed in the automatic driving control so as to travel in the recommended lane determined by the recommended lane determination unit 61 and to cope with the surrounding situation of the vehicle M. To do. The events in the automatic driving of the first embodiment include, for example, a constant speed traveling event that travels in the same traveling lane at a constant speed, a lane change event that changes the traveling lane of the vehicle M, an overtaking event that overtakes the preceding vehicle, A follow-up driving event that follows the vehicle, a merging event that causes the vehicle to merge at a merging point, a branching event that causes the vehicle M to travel in a target direction at a road branch point, an emergency stop event that causes the vehicle M to stop urgently, and automatic driving There is a switching event for ending the operation and switching to manual operation. In addition, during these events, actions for avoidance may be planned based on the surroundings of the vehicle M (the presence of surrounding vehicles and pedestrians, lane narrowing due to road construction, etc.).

  The action plan generation unit 123 generates a target track on which the host vehicle M will travel in the future. The target track is expressed as a sequence of points (track points) that the host vehicle M should reach. The trajectory point is a point where the host vehicle M should reach for each predetermined travel distance. Separately, the target speed and target acceleration for each predetermined sampling time (for example, about 0 comma [sec]) are the target trajectory. Generated as part of. Further, the track point may be a position to which the host vehicle M should arrive at the sampling time for each predetermined sampling time. In this case, information on the target speed and target acceleration is expressed by the interval between the trajectory points.

  FIG. 3 is a diagram illustrating a state in which a target track is generated based on the recommended lane. As shown in the figure, the recommended lane is set so as to be convenient for traveling along the route to the destination. The action plan generation unit 123 activates a lane change event, a branch event, a merge event, or the like when it reaches a predetermined distance before the recommended lane switching point (may be determined according to the type of event). If it becomes necessary to avoid an obstacle during the execution of each event, an avoidance trajectory is generated as shown in the figure.

  For example, the action plan generation unit 123 generates a plurality of target trajectory candidates, and selects an optimal target trajectory that matches the route to the destination at that time, based on safety and efficiency.

  The second control unit 140 includes, for example, a travel control unit 141 and a switching control unit 142. The traveling control unit 141 controls the traveling driving force output device 200, the brake device 210, and the steering device 220 so that the vehicle M passes the target trajectory generated by the action plan generating unit 123 at a scheduled time. .

  The switching control unit 142 switches the driving mode of the vehicle M based on the behavior plan generated by the behavior plan generation unit 123. For example, the switching control unit 142 switches the operation mode from manual operation to automatic operation at a scheduled start point of automatic operation. In addition, the switching control unit 142 switches the operation mode from the automatic operation to the manual operation at the scheduled end point of the automatic operation.

  Further, the switching control unit 142 may switch between automatic driving and manual driving based on a switching signal input from an automatic driving changeover switch included in the HMI 30, for example. Further, the switching control unit 142 changes the driving mode of the vehicle M from automatic driving to manual driving based on an operation for instructing acceleration, deceleration, or steering of the driving operator 80 such as an access pedal, a brake pedal, and a steering wheel. You may switch.

  During manual driving, input information from the driving operator 80 is output to the travel driving force output device 200, the brake device 210, and the steering device 220. In addition, input information from the driving operator 80 may be output to the traveling driving force output device 200, the brake device 210, and the steering device 220 via the automatic driving control unit 100. Each ECU (Electronic Control Unit) of the travel driving force output device 200, the brake device 210, and the steering device 220 performs respective operations based on input information from the driving operator 80 and the like.

  The interface control unit 150 informs the HMI 30 of the travel state during the automatic operation or manual operation of the vehicle M, the timing at which the automatic operation and the manual operation are switched to each other, the request for causing the occupant to perform the manual operation, and the like. Output. Further, the interface control unit 150 may cause the HMI 30 to output information related to the control content by the sheet control unit 160. Further, the interface control unit 150 may output information received by the HMI 30 to the first control unit 120 or the sheet control unit 160.

  For example, the seat control unit 160 controls the seat device 300 based on information received by the HMI 30, and also controls the seat device 300 as described later when the operation mode is switched by the switching control unit 142. In addition, the sheet control unit 160 controls the sheet device 300 based on information detected by the sheet device 300. Details of the function of the sheet control unit 160 will be described later.

  The traveling driving force output device 200 outputs a traveling driving force (torque) for traveling of the vehicle to driving wheels. The traveling driving force output device 200 includes, for example, a combination of an internal combustion engine, an electric motor, a transmission, and the like, and an ECU that controls these. The ECU controls the above-described configuration in accordance with information input from the travel control unit 141 or information input from the driving operator 80.

  The brake device 210 includes, for example, a brake caliper, a cylinder that transmits hydraulic pressure to the brake caliper, an electric motor that generates hydraulic pressure in the cylinder, and a brake ECU. The brake ECU controls the electric motor in accordance with the information input from the travel control unit 141 or the information input from the driving operation element 80 so that the brake torque corresponding to the braking operation is output to each wheel. The brake device 210 may include, as a backup, a mechanism that transmits the hydraulic pressure generated by operating the brake pedal included in the driving operation element 80 to the cylinder via the master cylinder.

  The brake device 210 is not limited to the configuration described above, and controls the actuator in accordance with information input from the travel control unit 141 or information input from the driving operator 80, and transmits the hydraulic pressure of the master cylinder to the cylinder. It may be an electronically controlled hydraulic brake device. Further, the brake device 210 may include a plurality of brake devices in consideration of safety.

  The steering device 220 includes, for example, a steering ECU and an electric motor. For example, the electric motor changes the direction of the steered wheels by applying a force to a rack and pinion mechanism. The steering ECU drives the electric motor according to the information input from the travel control unit 141 or the information input from the driving operator 80, and changes the direction of the steered wheels.

  The seat device 300 is a seat (seat) on which an occupant of the vehicle M sits, and is an electrically drivable seat. The seat device 300 includes a driver seat, a passenger seat, a rear seat, and the like provided with a driving operator 80.

[Seat control system]
Hereinafter, the seat control system 40 of the first embodiment will be described. The sheet control system 40 includes a sheet device 300 and a sheet control unit 160.

  FIG. 4 is a diagram illustrating the sheet apparatus 300. The seat device 300 includes, for example, a seating portion 301, a backrest portion 302, and a footrest portion 310. One end of the seating portion 301 and the lower end of the backrest portion 302 are rotatably connected by a first connecting portion 308. A headrest 303 is provided at the upper end of the backrest 302.

  The seating portion 301 is a member that supports the lower body of the occupant. The seat portion 301 is formed with a seat surface 301a on which an occupant sits. The seat surface 301a is formed of a cushioning material. The seating portion 301 is attached to the floor surface F via a fixing member 304. In the space between the floor surface F and the seating portion 301, a footrest portion 310 is provided so as to be freely housed. The configuration of the footrest will be described in detail later. One end of the seating portion 301 and the lower end of the backrest portion 302 are rotatably connected via a first connecting portion 308.

  The backrest 302 is a member that supports the occupant's torso. In the backrest 302, the backrest 302a is formed of a cushioning material. A headrest 303 is provided at the tip of the backrest 302. The headrest 303 supports the head or neck of the occupant D seated on the seating portion 301. The backrest portion 302 can be in a reclining state with a rotation angle with respect to the floor surface F by the first connecting portion 308. The 1st connection part 308 has a rotation hinge structure, for example.

  The first connecting part 308 includes, for example, a biasing means (not shown) such as a rotary spring, and biases the backrest part 302 in a direction (+ X direction) in which the angle between the backrest part 302 and the seating part 301 is narrowed. Yes. The first connecting portion 308 includes a lock mechanism (not shown) that is linked to a lever 307 provided in the seating portion 301.

  When the lever 307 is released, the backrest portion 302 falls forward (+ X direction) about the first connecting portion 308 by the urging force of the first connecting portion 308. When the occupant applies a force to the backrest surface 302 a backward (−X direction) in the released state of the lever 307, the backrest portion 302 falls backward with the first connecting portion 308 as the center. In this way, the occupant can adjust the reclining angle of the backrest 302. The above-described configuration of the first connecting portion 308 is exemplified as a mechanical type, but the first connecting portion 308 may be electrically controlled, and any configuration can be used as long as the angle can be adjusted, such as a stepping motor or an actuator. May be used. When the first connecting unit 308 is electric, the first connecting unit 308 is controlled by the seat control unit 160.

  Moreover, the 1st connection part 308 is provided with the 1st angle detection part 308a (refer FIG. 5) which detects 1st angle (theta) 1 which the seating part 301 and the backrest part 302 make. The first angle detection unit 308 a is connected to the sheet control unit 160. For example, since the seating portion 301 is installed in parallel with the floor surface F, the angle formed by the floor surface F and the backrest portion 302 may be treated as the first angle θ1.

  FIG. 5 is a plan view showing the configuration of the footrest portion 310. The footrest 310 is a so-called ottoman. The footrest part 310 includes a frame body 311, a leg support part 312, a rail part 313, and a second connecting part 314. The rail part 313 includes a pair of rail members 313a and 313b and a position detection part 313c. The pair of rail members 313 a and 313 b are attached in parallel to the bottom surface of the seating portion 301.

  The position detection unit 313c is provided at the tip (the tip in the + X direction) of one of the pair of rail members 313a and 313b. In the present embodiment, the position detection unit 313c is exemplified as having a configuration provided at the tip of the rail member 313a. However, the position detection unit 313c may be provided in at least one of the rail members 313a and 313b. For example, a mechanical switch is used for the position detection unit 313c. Any position detection unit 313c may be used as long as the position of the object can be detected.

  The position detection unit 313c detects that the frame body 311 is located at the tip. The position detection unit 313c outputs the detection result to the sheet control unit 160. The frame body 311 is rotatably connected to the rail portion 313 via the second connecting portion 314 below the rail portion 313.

  The second connecting portion 314 includes a pair of connecting members 314a and 314b. The second connecting portion 314 is slidably attached to the rail portion 313. The pair of connecting members 314a and 314b are attached to the pair of rail members 313a and 313b, respectively. As a result, the frame body 311 is slidable in the front-rear direction (X-axis direction) with respect to the rail portion 313. The frame body 311 can be stored in the seat portion 301.

  The frame body 311 is a pipe frame formed, for example, by bending a pipe into an inverted portal shape (rectangular open channel cross-sectional shape). The frame body 311 may be formed by welding pipes, or may be formed by connecting pipes with joints. The frame body 311 includes, for example, a pair of vertical frames 311a and 311b and a horizontal frame 311c. The pair of vertical frames 311a and 311b are arranged in parallel and facing each other along the traveling direction (X-axis direction), for example.

  A horizontal frame 311c for connecting the tips A to each other is provided at the tips A1, A2 of the pair of vertical frames 311a, 311b. The 311c horizontal frame supports the heel of the passenger. The position of the horizontal frame 311c may be a position other than the tips A1 and A2 of the pair of vertical frames 311a and 311b.

  The horizontal frame 311c is arranged along the left-right direction (Y-axis direction). Connection members 314a and 314b of the second connection portion 314 are provided at the base ends B1 and B2 of the pair of vertical frames 311a and 311b, respectively. The frame body 311 rotates around the rotation axis (first rotation axis) Lb along the Y-axis direction relative to the seating portion 301 by the second connecting portion 314. A driving member 315 that rotationally drives the frame body 311 is provided on the connecting member 314 b of the second connecting portion 314. The drive part 315 should just be provided in at least one of a pair of connection member 314a, 314b. The driving unit 315 is connected to the sheet control unit 160.

  The driving unit 315 is provided with a second angle detection unit 315a that detects the rotation angle of the second coupling unit 314. The second angle detection unit 315a detects a second angle θ2 formed by the rail unit 313 and the frame body 311. The second angle detection unit 315a may be provided separately from the drive unit 315 or may be provided integrally.

  The second angle detection unit 315a is connected to the sheet control unit 160. The second angle detection unit 315a outputs the detection result of the second angle θ2 of the second coupling unit 314 to the seat control unit 160. The sheet control unit 160 adjusts the second angle detection unit 315a by controlling the drive unit 315 based on the detection result of the first angle detection unit 308a.

  A locking mechanism 316 that locks the sliding of the frame 311 with respect to the rail portion 313 is provided on the connecting member 314 a of the second connecting portion 314. The drive unit 315 and the lock mechanism 316 are connected to the seat control unit 160 and controlled by the seat control unit 160 (see FIG. 6). The lock mechanism 316 is unlocked by the seat controller 160 during automatic operation. That is, the frame 311 can be inserted and removed from below the seating portion 301 during automatic operation. When the frame body 311 is pulled out from the seating section 301 by the occupant and positioned at the tip of the rail section 313, the position detection section 313c detects the frame body 311 and outputs the detection result to the seat control section 160.

  The sheet control unit 160 starts control of the driving unit 315 based on the detection result of the position detection unit 313c. The frame body 311 is controlled to rotate downward around the rotation axis Lb under the control of the sheet control unit 160. Control of the drive unit 315 will be described later.

  A leg support portion 312 is provided inside the frame 311. The leg support portion 312 is a rectangular plate-like body and is formed smaller than the shape inside the frame body 311. A pair of rotary connecting portions 317a and 317b are provided on the side surfaces 312a and 312b in the left and right direction (Y-axis direction) of the leg support portion 312. The pair of rotation connecting portions 317a and 317b rotate the leg support portion 312 relative to the frame body 311 around the rotation axis (second rotation axis) La along the extending direction of the horizontal frame 311c.

  The leg support portion 312 is arranged in parallel along the extending direction of the pair of vertical frames 311a and 311b in a state where the frame body 311 is housed under the seating portion 301. This position of the leg support 312 is referred to as an initial state.

  For example, when the leg support portion 312 is rotated around the rotation axis La by a spring (not shown), the pair of rotation coupling portions 317a and 317b returns to the initial state around the rotation axis L2 with respect to the leg support portion 312. Energize in the direction. Therefore, after the frame body 311 is pulled out from the seating portion 301, when the leg support portion 312 rotates around the rotation axis La within a predetermined angle range, the leg support portion 312 is given around the rotation axis La by the biasing force of the spring. It rotates in the opposite direction to the rotation direction and returns to the initial state.

  FIG. 6 is a block diagram illustrating a configuration of the seat control system 40. The sheet control unit 160 adjusts the second angle θ2 by controlling the driving unit 315 based on the detection result of the first angle detection unit 308a. For example, the seat control unit 160 controls the seat device 300 when the operation mode of the vehicle M is switched from manual operation to automatic operation. When the switching control unit 142 (see FIG. 1) switches the operation mode from manual operation to automatic operation at the scheduled start point of automatic operation (see FIG. 3), the seat control unit 160 starts control of the seat device 300.

  At this time, the sheet control unit 160 may display on the HMI 30 that the control of the sheet apparatus 300 is started. When the switching control unit 142 switches the operation mode from the automatic operation to the manual operation at the scheduled end point of the automatic operation, the seat control unit 160 controls the seat device 300 and the state of the seat device 300 at the end of the previous manual operation. You may return to.

  Hereinafter, a specific control method of the sheet apparatus 300 by the sheet control unit 160 will be described. FIG. 7 is a view showing the seat device 300 in the reclining state. When the vehicle M is switched to automatic driving, the seat control unit 160 releases the lock mechanism 316 of the second connection unit 314 and allows the footrest unit 310 to be taken in and out.

  When the occupant D places the backrest 302 in the reclining state during automatic driving, the occupant D unlocks the first connecting portion 308 while pulling the lever 307 provided on the side surface of the seating portion 301, for example. Thereafter, the occupant D pushes the backrest 302 backward (−X direction) to set a reclining angle, returns the lever 307 again, locks the first connecting portion 308, and keeps the backrest 302 in the reclining state.

  FIG. 8 is a view showing a state in which the footrest part 310 is pulled out from the seating part 301. For example, after the occupant D puts the backrest 302 into a reclining state, the footrest 310 is pulled out. The seat control unit 160 recognizes that the footrest unit 310 is pulled out forward (+ X direction) based on the detection result of the position detection unit 306 of the rail unit 313. The sheet control unit 160 starts control of the driving unit 315. That is, the seat control unit 160 starts adjusting the second angle θ2 of the second connecting unit 314.

  FIG. 9 is a diagram illustrating a state of the footrest portion 310 whose angle has been adjusted. The seat control unit 160 controls the drive unit 315 based on the detection result of the first angle θ1 of the first angle detection unit 308a to optimize the second connection unit with respect to the first angle θ1 of the first connection unit 308. The second angle θ2 of 314 is adjusted. That is, the seat control unit 160 adjusts the angle of the footrest portion 310 so that the occupant D can easily rest on the foot according to the reclining angle. For example, when the reclining angle is large, that is, when θ1 is small, the second angle θ2 is adjusted to be small.

  FIG. 10 is a diagram illustrating a state in which the leg support portion 312 is rotated. After the second angle θ2 is adjusted, when the occupant D places the leg portion on the leg support portion 312, the leg support portion 312 rotates due to the weight of the leg portion when the occupant places the leg portion. The calf of the occupant's leg is supported by the leg support 312. At that time, the heel of the passenger is supported by the horizontal frame 311c.

  The occupant D may finely adjust the second angle θ2 of the adjusted footrest 310. In that case, the seat control system 420 may store a fine adjustment value for each occupant D and adjust the seat device 300 for each occupant D during automatic driving. In the setting for each occupant D, the seat control unit 160 may receive setting information by the HMI 30. The footrest 310 may be arbitrarily selected by the occupant D, or may be operated or released by the occupant D operating.

  The seat control unit 160 controls the drive unit 315 to control the second angle θ2 of the second connection unit 314 before the switching control unit 142 switches the operation mode from the automatic operation to the manual operation at the scheduled end point of the automatic operation. You may return to the state before starting. At this time, the seat control unit 160 may display an indication to the HMI 30 to end the control of the seat device 300 and prompt the storage of the footrest unit 310.

  Hereinafter, the flow of processing controlled by the sheet control unit 160 will be described.

  FIG. 11 is a flowchart for explaining the flow of processing performed by the sheet control unit 160. The seat control unit 160 acquires information about the operation mode of the vehicle M from the switching control unit 142 (step S100). When the operation mode of the vehicle M is automatic operation (step S101: Yes), the seat control unit 160 starts control of the seat device 300 during automatic operation from the information from the switching control unit 142 (step S102).

  The seat control unit 160 releases the lock mechanism of the second connecting portion 314 so that the footrest portion 310 can be pulled out from the lower side of the seating portion 301 (step S103). The seat control unit 160 determines whether or not the footrest unit 310 is pulled out based on the output result of the position detection unit 306 of the rail unit 313 (step S104). When the seat control unit 160 determines that the footrest unit 310 has been pulled out (step S104: Yes), the seat control unit 160 determines the first angle θ1 of the backrest unit 302 based on the output of the first angle detection unit 308a of the first connection unit 308. Detection is performed (step S105).

  The seat control unit 160 controls the driving unit 315 of the second coupling unit 314 based on the first angle θ1 to adjust the second angle θ2 monitored by the second angle detection unit 315a (step S106). If the result of the above process is negative, the sheet control unit 160 performs a process of returning to a predetermined step.

  As described above, according to the seat control system 40 of the first embodiment, when the occupant D puts the seat device 300 in the reclining state during the automatic driving of the vehicle M, the angle of the footrest portion 310 is automatically adjusted to A comfortable sitting posture can be ensured. Thereby, the comfort of the passenger | crew D at the time of automatic driving | operation can be improved by the seat control system 40. FIG.

Second Embodiment
In the seat control system 40 of the first embodiment, when the occupant D puts the seat device 300 in the reclining state during the automatic operation of the vehicle M, the angle of the footrest portion 310 is automatically adjusted to improve the comfort of the occupant D. . In the seat control system 42 of the second embodiment, an additional function is added to the footrest portion 310 to further improve the comfort of the occupant D during automatic driving.

  FIG. 12 is a diagram illustrating a configuration of a sheet device 350 according to the second embodiment. The sheet device 350 further includes, for example, a bag body 330 and a pressurizing unit 320 with respect to the configuration of the sheet device 300.

  The pressurizing unit 320 is a device that pressurizes the inside of the bag body 330 with the fluid f. The pressurizing unit 320 is, for example, a compressor that sends air. The pressurizing unit 320 is disposed on the floor surface F below the seating unit 301, for example. The pressurizing unit 320 is arranged so as not to get in the way when the footrest unit 310 is accommodated under the seating unit 301.

  Between the pressurization part 320 and the base end B1 of the vertical frame 311a, it connects with the flexible piping 321 (for example, air hose). As a result, the pressurizing unit 320 can pressurize the fluid f flowing into the frame 311. It is assumed that the inside of the frame body 311 is pressurized while the pressurizing unit 320 is in operation, and the pressurized fluid f flows out of the frame body 311 when the pressurizing unit 320 stops. The pressurizing unit 320 may perform depressurization in addition to pressurization. The pressure unit 320 is controlled by the sheet control unit 160. Control of the pressure unit 320 will be described later.

  FIG. 13 is a cross-sectional view showing the configuration of the bag body 330. The bag body portion 330 is an inflatable airbag for sandwiching the occupant's legs. The bag body 330 includes, for example, a pair of side bag bodies 331 and 332 and a central bag body 333. The shape of the bag body portion 330 when it is contracted is formed so that there is no hindrance to the insertion and removal of the footrest portion 310.

  The side bag body 331 extends along the inside of the vertical frame 311a. Similarly, the side bag body 332 extends along the inside of the vertical frame 311b. Since the side bag body 331 and the side bag body 332 have the same configuration, the side bag body 331 will be described as a representative.

  The side bag body 331 is in close contact between the side bag body 331 and the vertical frame 311a, for example, by being bonded with an adhesive. A plurality of through holes T1 penetrating through the insides of the side bag body 331 and the vertical frame 311a are formed in the bonding portion between the side bag body 331 and the vertical frame 311a. A fluid f (for example, air) flowing through the inside of the vertical frame 311a flows into and out of the through hole T1, and the inside of the side bag body 331 is pressurized or depressurized by the fluid.

  The fluid f can also be a liquid. When the fluid f flows in and pressurizes, the side bag body 331 expands into a shape that presses one side surface of one leg D3 of the occupant D from the side. The side bag body 331 is made of rubber, for example. At this time, the side bag body 331 is elastically deformed according to the shape of the leg portion D3.

  Next, the central bag 333 will be described. The central bag body 333 is provided between the pair of side bag bodies 331 and 332. The central bag 333 is formed along the extending direction of the vertical frames 311a and 311b. Inside the central bag body 333, there is provided a column pipe 311d provided from the center of the horizontal frame 311c toward the inside of the frame body 311 along the extending direction of the vertical frames 311a and 311b.

  That is, the central bag body 333 covers the support pipe 311d, and the base end 333a of the central bag body 333 is bonded to the support pipe 311d with, for example, an adhesive. The support pipe 311d is a tubular member formed of the same material as the frame 311. The base end of the column tube 311d is connected to the horizontal frame 311c, and the inside of the column tube 311d and the inside of the horizontal frame 311c communicate with each other. A plurality of through holes T2 are formed in the column tube 311d.

  The fluid f (for example, air) flowing through the inside of the support pipe 311d flows into and out of the through hole T2, and the inside of the central bag body 333 is pressurized or depressurized by the fluid. When the fluid f flows in and is pressurized, the central bag body 333 expands to a shape that presses the opposing surfaces of the leg portions D3 and D4 from between the pair of leg portions D3 and D4 of the occupant D. The side bag body 331 is made of rubber, for example. At this time, the central bag body 333 is elastically deformed according to the shape of the leg portions D3 and D4.

  Accordingly, the leg portions D3 and D4 of the occupant D are held by the pair of side bag bodies 331 and 332 and the central bag body 333 when the bag body portion 330 is inflated.

  FIG. 14 is a block diagram illustrating a configuration of the seat control system 42 according to the second embodiment. The sheet control system 42 further includes a pressurization unit 320 for controlling the expansion of the bag body unit 330 with respect to the configuration of the sheet control system 40 of the first embodiment. The pressurizing unit 320 is controlled by the sheet control unit 160 and sends the fluid f into the bag body 330 to inflate the bag body 330 in a pressurized state.

  The sheet control unit 160 controls the pressurizing unit 320 to change the degree of expansion of the bag body unit 330 over time. That is, the seat control unit 160 can give a massage to the legs D3 and D4 of the occupant D using the bag body 330. The control mode of the pressurizing unit 320 may be changed by the occupant D via the selection screen G displayed on the HMI 30, for example. FIG. 15 is a diagram showing a selection screen G displayed on the HMI 30.

  Next, the flow of processing controlled by the sheet control unit 160 of the sheet control system 42 will be described. FIG. 16 is a flowchart for explaining the flow of processing performed by the sheet control unit 160. Steps S200 to S206 are the same as those in the first embodiment. Here, step S207 and step S208 are added. Hereinafter, description of the same processing as in the first embodiment will be omitted as appropriate.

  After adjusting the second angle θ2 of the footrest unit 310 (step S206), the seat control unit 160 determines whether or not an operation is performed on the pressurization unit 320 via the selection screen G displayed on the HMI 30. (Step S207). When an operation is performed on the pressurizing unit 320 (step S207: Yes), the seat control unit 160 changes the control mode of the pressurizing unit 320 based on the operation selected on the selection screen G, and the leg of the occupant D Massage of the parts D3 and D4 is performed (step S208).

  As described above, according to the seat control system 42 of the second embodiment, the comfort during automatic driving can be improved by controlling the pressurizing unit 320 of the footrest part 310 pulled out by the occupant D during automatic driving. it can.

<Third Embodiment>
In the seat control system 42 of the second embodiment, by controlling the pressurizing unit 320, massage is performed and the comfort during automatic driving is improved. According to the third embodiment, the seat control system 44 that gives the passenger D further comfort by giving a temperature change to the bag body 330 is illustrated.

  FIG. 17 is a diagram illustrating a configuration of a sheet device 380 according to the third embodiment. The sheet device 350 further includes, for example, a heat source unit 375 and a heat source control unit 370 with respect to the sheet device 350 of the second embodiment. The heat source unit 375 is a heater made of, for example, a nichrome wire. The heat source unit 375 includes a first heater 376 provided in the vertical frame 311a, a second heater 377 provided in the vertical frame 311b, and a third heater 378 provided in the column tube 311d.

  The heat source unit 375 may generate heat by generating an eddy current in the metal frame 311 using, for example, an electromagnetic coil in addition to the nichrome wire. However, the heat source unit 375 has a shape that hardly hinders the flow of the fluid f in the frame 311.

The heat source unit 375 is connected to the heat source control unit 370 via the wiring 371. The temperature of the heat source unit 375 is adjusted by the heat source control unit 370. The heat source control unit 370 includes a control circuit for adjusting the temperature of the heat source unit 375, and is controlled by the sheet control unit 160. The heat source control part 370 is arrange | positioned at the floor surface F below the seating part 301, for example.

  For example, the temperature of the heat source unit 375 may be changed by the occupant D via an operation screen displayed on the HMI 30. FIG. 18 is a diagram showing an operation screen H displayed on the HMI 30 in order to adjust the temperature of the heat source unit 375. Further, the temperature of the heat source unit 375 may be automatically controlled by the sheet control unit 160. In addition, the temperature of the heat source unit 375 may be arbitrarily adjusted by the occupant D with a mechanical switch provided in the heat source control unit 370.

  FIG. 19 is a block diagram illustrating a configuration of a seat control system 44 according to the third embodiment. In the configuration of the seat control system 44, a heat source unit 375 and a heat source control unit 370 are added to the configuration of the seat control system 42 of the second embodiment.

The sheet control unit 160 controls the pressurizing unit 320 to expand the bag body unit 330, and then causes the HMI 30 to display an operation screen H for adjusting the temperature. The seat control unit 160 changes the temperature of the heat source unit 375 by controlling the heat source control unit 370 based on the operation on the operation screen H performed by the occupant D. Thereby, the temperature of the fluid f inside the bag part 330 changes, and the comfort of the passenger | crew D improves.
FIG. 20 is a flowchart illustrating the flow of processing performed by the sheet control unit 160. Steps S300 to S308 are the same as those in the second embodiment. Here, step S309 and step S310 are added. Hereinafter, description of the same processing as that of the second embodiment will be omitted as appropriate.

  After controlling the bag body 330 (step S308), the sheet control unit 160 determines whether or not an operation has been performed on the heat source unit 375 via the operation screen H displayed on the HMI 30 (step S309). . When an operation is performed on the heat source unit 375 (step S309: Yes), the sheet control unit 160 controls the heat source control unit 370 based on the operation selected on the operation screen H to adjust the temperature of the heat source unit 375. Then, the temperature of the bag body 330 is adjusted (step S310).

  According to the seat control system 44 of the third embodiment described above, the temperature of the bag body 330 can be adjusted, and the comfort of the occupant D can be improved.

  According to the seat vehicle seat control system, the vehicle seat control method, and the vehicle seat control program in the embodiment described above, when the vehicle D is in the reclining state while the vehicle M is in automatic operation, the control related to the footrest portion 310 is performed. The comfort of the passenger D can be improved.

  As mentioned above, although the form for implementing this invention was demonstrated using embodiment, this invention is not limited to such embodiment at all, In the range which does not deviate from the summary of this invention, various deformation | transformation and substitution Can be added. For example, although the case where the bag body portion 330 is provided on the frame body 311 is illustrated in the above embodiment, the present invention is not limited thereto, and the bag body portion may be provided on the leg support portion 312.

  FIG. 21 is a diagram showing a modification of the bag. As shown in the figure, the bag body portion 335 is provided on the leg support portion 312. In this case, the bag part 335 is formed in a shape that sandwiches the leg part of the occupant D when inflated. And the bag body part 335 returns to the shape which does not interfere with the taking in / out of the footrest part 310 at the time of shrinkage | contraction. Thereby, the structure of the bag part 335 can be simplified.

  In addition, in the above embodiment, the footrest portion 310 cannot be removed from the seating portion 301 by the lock mechanism 316 during automatic operation. However, when the seat is other than the driver's seat, this is not limited to this, and the footrest portion 310 may be taken out and used even during manual driving.

DESCRIPTION OF SYMBOLS 1 ... Vehicle system, 10 ... Camera, 12 ... Radar apparatus, 14 ... Finder, 16 ... Object recognition apparatus, 20 ... Communication apparatus, 40 ... Seat control system, 42 ... Seat control system, 44 ... Seat control system, 50 ... Navigation Device: 51 (Global Navigation: Satellite ... System) Receiver, 51 ... Receiver, 53 ... Route Determination Unit, 54 ... First Map Information, 61 ... Recommended Lane Determination Unit, 62 ... Second Map Information, 70 ... Vehicle sensor 80 ... Driving operator 90 ... In-vehicle camera 100 ... Automatic driving control unit 120 ... First control unit 121 ... External world recognition unit 122 ... Own vehicle position recognition unit 123 ... Action plan generation unit 140 ... second control unit, 141 ... running control unit, 142 ... switching control unit, 150 ... interface control unit, 160 ... sea Control unit, 170 ... object determination unit, 180 ... behavior acquisition unit, 200 ... driving force output device, 210 ... brake device, 220 ... steering device, 300 ... seat device, 301 ... seating unit, 301a ... seat surface, 302 ... Back portion, 302a ... Backrest surface, 303 ... Headrest, 304 ... Fixing member, 306 ... Position detecting portion, 307 ... Lever, 308 ... First connecting portion, 308a ... First angle detecting portion, 310 ... Foot rest portion, 311 ... Frame body, 311a ... vertical frame, 311b ... vertical frame, 311c ... horizontal frame, 311d ... column tube, 312 ... leg support part, 313 ... rail part, 313a ... rail member, 313b ... rail member, 313c ... position detection part, 314: second connecting portion, 314a: connecting member, 314b ... connecting member, 315 ... driving portion, 315a ... second angle detecting portion, 316 ... lock mechanism, 3 7a: Rotating connecting part, 317b: Rotating connecting part, 320 ... Pressurizing part, 321 ... Piping, 330 ... Bag body part, 331 ... Side bag body, 332 ... Side bag body, 333 ... Central bag body, 335 ... Bag body part, 350 ... sheet device, 370 ... heat source control part, 371 ... wiring, 375 ... heat source part, 376 ... first heater, 377 ... second heater, 378 ... third heater, 380 ... sheet device, 420 ... sheet Control system, f ... fluid, F ... floor surface, G ... selection screen, H ... operation screen, HMI 52 ... navigation, M ... vehicle, T1 ... through hole, T2 ... through hole

Claims (8)

An angle detection unit that detects an angle of a connecting part that rotatably connects the seat surface part and the backrest part; and
A frame provided with a pair of vertical frames and a horizontal frame connecting the pair of vertical frames, the frame body being storable in the seat surface portion;
A leg support portion having a first rotation axis parallel to the extending direction of the horizontal frame, and provided rotatably inside the frame body with respect to the frame body;
A drive unit that is provided at at least one base end of the pair of vertical frames and rotates the frame in a state of being protruded from the seating surface unit around a second rotation axis parallel to the extending direction of the horizontal frame;
A control unit that controls the drive unit based on a detection result of the angle detection unit at least during automatic driving of the vehicle,
Vehicle seat control system. A bag body part that is attached to either the inside of the frame body or the upper surface of the leg support part, and is inflatable into a shape that sandwiches the legs of the occupant,
A pressurizing part for inflating the bag body part with a fluid,
The control unit operates the pressurizing unit during automatic driving of the vehicle.
The vehicle seat control system according to claim 1. The frame body is formed of a tubular member, and the fluid flows into the bag body portion through the inside of the tubular member.
The vehicle seat control system according to claim 2. The control unit changes a control mode of the pressurizing unit based on an operation of the occupant.
The vehicle seat control system according to claim 2 or 3. A detection unit for detecting that the frame body has been taken in and out from the seat surface part;
The control unit starts control of the drive unit and the pressurizing unit based on a detection result of the detection unit.
The vehicle seat control system according to any one of claims 2 to 4. It further comprises a heat source part that gives a temperature change to the bag part,
The control unit controls the heat source unit based on an operation of an occupant to give a temperature change to the bag body unit,
The vehicle seat control system according to any one of claims 2 to 5. A frame having a pair of vertical frames and a horizontal frame connecting the pair of vertical frames, and having a frame body that can be stored in a seating surface portion, and a first rotation axis parallel to the extending direction of the horizontal frame. The frame is in a state where it is provided at a base end of at least one of the pair of vertical frames and protruded from the seat surface portion, and is provided on the inner side of the frame so as to be rotatable with respect to the frame. A vehicle seat control method comprising: a drive unit that rotates a body around a second rotation axis parallel to an extending direction of the horizontal frame,
On the computer,
Detecting the angle of the connecting portion that rotatably connects the seat surface portion and the backrest portion;
Controlling the drive unit based on a detection result at least during automatic driving of the vehicle;
Vehicle seat control method. A frame having a pair of vertical frames and a horizontal frame connecting the pair of vertical frames, and having a frame body that can be stored in a seating surface portion, and a first rotation axis parallel to the extending direction of the horizontal frame. The frame is in a state where it is provided at a base end of at least one of the pair of vertical frames and protruded from the seat surface portion, and is provided on the inner side of the frame so as to be rotatable with respect to the frame. A vehicle seat control program comprising: a drive unit that rotates a body around a second rotation axis parallel to the extending direction of the horizontal frame;
Computer
Detecting the angle of the connecting portion for rotatably connecting the seat surface portion and the backrest portion;
Controlling the drive unit based on a detection result at least during automatic driving of the vehicle;
program.

Images